Improvement in shipping mechanisms for spinning-mules



3 Sheets-Sheet 1.

A. HOWLAND & H. LAWTON. Shipping Mechanism for Spinning-Mules.

N0.198,742. Patented Jan.' 1, 1878.

WITNESSES. INVENTOR8 V vfi mwz;

N-PEI'ERS, FHOTD-LITHOGRAFMER. WASHlNGTOR/D C r 3 SheetsSheet 2. A.HOWLAND & Hi LAWTON. Shipping Mechanism for Spinning-Mules.

No. 198,742. Patented Jan. 1,1878.

Fig. 2.

WITNESSES. |NVENTOR N.PETERS,IFHOTO-LITHOGRAFHER. WASHINGTON Dv C.

3 Sheets-Sheet 3;,

A. HOWLAND &.H. LAWTON. Shipping Mechanism for Spinning-Mules No.198,742. Patented Jan. 1,1878

WITNESSES. 1 INVENTOR.

UNIT D STATESPATENT OFFICE.

ANGELO HOWLAND AND HAROLD LAWTON, OF WESTERLY, R.

IMPROVEMENT IN SHIPPING MECHANISMS FOR SPlNNlNG-MULES.

Specification forming part of Letters Patent No. 198,742, dated January1, 1878 application filed July 18, 1877.

ers skilled in the art to which it appertains to make and use the same,reference being had to the accompanying drawings, and to the letters ofreference marked thereon, forming part of this specification. V

This invention has reference to improvements in that part of a mulespinning-frame.

known in the art as the mule-head, by which the carriage on which thespindles are located is moved in and out and the spindles driven.

The object of the invention is to save the time now lost at the end ofthe outward run of the carriage, and continue the reciprocation of thesame, so as to increase the quantity of the yarn produced.

Figure l is a perspective view of a portion of a mule-head, showing thedriving-shaft, the driving-pulleys, the loose pulley, the weightoperating theZbelt-shipper, and the extra friction-pulley with thebrake. Fig. 2 is a top view of the brake mechanism secured to themule-head. Fig. 3 isa side elevation, showing the position of thecarriage and its connection with the brake mechanism. Fig. 4: shows thebrake-pulley, the band-pulley, and the arrangement of the clutch bywhich the band-pulley imparts motion to the brake-pulley. Fig. 5 is askeleton view of the means used to operate 'the weight d, the shipperactuating-rod, and weight, as also the cam, being shown in perspective.This forms no part .of the invention, but illustrates how the cam 00, bycoming in contact with the arm y, draws down the rod 2 into the notch z.A pawl enters when the weight 01 has reached the perpendicular positionandthe belt is on the loose pulley. This pawl cannot be withdrawn untilthe momentum of the driving-pulleys is stopped by the brake.

In the drawings a represents the drivingshaft. 1) b are thedriving-pulleys, both connected with the driving-shaft c, and arrangedto be driven in opposite directions. 0 is a loose pulley, set betweenthe driving-pulleys b b. d is the balance-weight, connected with thebelt-shipper, and arranged to facilitate the reversing of the motion byits weight.- 0 is a special pulley placed on the driving-shaft, for thepurpose of forming a brake-surface. This pulley e is loose onthe shafta, and is connected with the band-pulley by means of a clutch. f is theband-pulley, secured to the end of the shaft to, by means of which thespindles in the carriage are driven, and, as it is provided with aclutch arranged to interfere I with the clutch on the brake-pulley e, asshown in Fig. 4, it will be apparent that the bandpulley carries thebrake-pulley with it, and that when the brake g is put on the brake-pul-'ley, the band-pulley, shaft a, and the drivingpulleys must all stop,and also that the bandpulley can move about half a revolution backward,while the brake-pu11ey is firmly held,

not being obstructed in that direction by the clutch. When, therefore,the carriage has reached its outward limit of movement, and the brakehasstopped the momentum of the driving mechanism, the band-wheel turnspart of a revolution backward, to allow of the fallers placingthemselves in proper position to wind the yarn on the cop, and, as thecarriage moves inward at that moment, the brake is released and thebrake-pulley free to revolve with the band-pulley, causing no strain onany part of the mechanism, and releasing the brake without friction.

On the side of the mule-head the arm h is secured, and from its upperend the lever h is suspended. On the lower arm of the lever anadjustable stop-pin is placed, against which the pin 1', secured to thecarriage, acts when the carriage approaches the end of its outwardmovement; and by means of the rod k, hinged on the swinging lever, thebrake g is brought in contact with the brake-pulley e, and the momentumof the driving-shaft instantly arrested, and the weight at allowed tooperate the shipper.

k k are collars, and 7a a coiled spring, arranged to give someelasticity to the brake, and connect the same with the rod k.

Ont-he end of the mule-head a spring-pressed hinged catch, 1, issecured, arranged to hold 2 I men 12 the weight and keep it from risingbefore the carriage has quite reached the limit of its outward run, assuch rising allows the belts to ship and endangers the working of themachine. This catch l is connected with the rod is, and operated throughthe same by the carriage, so that the first strain of the carriage onthe lever releases the catch I, and allows the weight d to rise, and assoon as the .carriage has reached its outer run the brake arrests themomentum of the driving mechanism and allows the weight d to move thebeltshipper.

In mules as heretofore constructed, and particularly the kind of mulesknown as the Mason mule, the shipper cannot be moved until the momentumof the driving mechanism is" arrested, and therefore a portion of timeis lost at eachreciprocation.

justable pin at the lower end of the lever h,

the catch 1 releases the weight d, the brake g is brought in contactwith the loose brakepulley e, and the momentum of the driving mechanismis instantly arrested. The bandwheel f now makes a portion of arevolutionusually from one-fourth to one-thirdbackward from the clutchon the brake-pulley, to unwind the yarn from the spindle, and allow ofthe fallers placing themselves in proper position to wind the yarn onthe cop. The carriage, now moving inward, releases the lever-arm, andthrough it the brake, until the same is put on again by the next outwardmotion of the carriage.

By thus arresting the momentum, the time heretofore lost-usually aboutone-seventh of the whole time-is now gained, and one-seventh more yarnproduced on the same mule, at the same speed, and with the sameattendance.

As the time heretofore lost in the so-called standing twist is nowutilized in spinning and winding, this amount of twist is added whilespinning to produce'the same yarn. By this arrangement not only is theproduct of the mule increased, but the mechanism of the mule-head can besimplified, as a number of parts can now be dispensed with, and theshipper mechanism operated by simple means.

Having thus described our invention, we claim as new and desire tosecure by Letters Patent 1. The combination, with the carriage andbelt-shipper, of the driving-shaft, provided with the loose pulley e,band-wheelf, brake g, and clutches to connect said pulley and wheel,whereby the motion of the driving-shaft is instantly arrested, and theband-wheel allowed part of a backward revolution independent of thepulley, substantially as described.

2. The combination, with the belt-shifter and driving-shaft, the latterprovided with the loose pulley e, band-wheel f, and brake g, of

the rod 70, swinging lever h, and carriage provided with a stud, 'i,substantially as described.

3. The driving-shaft a, loose pulley 0, bandwheel f, and clutchesconnecting said pulley and wheel, in combination with the brake g, rodk, spring-pressed lever Z, and weight connected with the belt-shifter,and swinging lever h, the latter adapted to be operated by the carriage,substantially as described.

In testimony that we claim the foregoing as our own invention we aflixour signatures in presence of two witnesses.

ANGELO HOWLAND. HAROLD LAWTON.

